Multi Directional Fibers In A Shell

ABSTRACT

Disclosed herein are various embodiments, including but not limited to a bicycle that includes, among other features, an elongated down tube and a single elongated seat tube, the longitudinal axis of the seat tube intersecting the longitudinal axis of the down tube at a location substantially intermediate between the first and second ends of the down tube, wherein the distance between the spaced apart side outer surfaces of each of the down tube and the seat tube are less than the distance between the upper and lower outer surfaces of each of the down tube and seat tube; additionally including a seat tube, a seat tube sleeve, a crank assembly and a bottom bracket sleeve for mounting the crank assembly, wherein the seat tube sleeve has an upper end, a lower end, and a longitudinal axis extending from the upper end to the lower end; the seat tube being disposed within the seat tube sleeve, the longitudinal axis of the seat tube sleeve intersecting the bottom bracket sleeve.

RELATED APPLICATIONS

This application is a divisional of co-pending U.S. patent applicationSer. No. 11/225,856, filed Sep. 13, 2005, which is a continuation ofco-pending U.S. patent application Ser. No. 11/021,462, filed Dec. 22,2004, now U.S. Pat. No. 6,955,372, which is a continuation of co-pendingU.S. patent application Ser. No. 10/313,294, filed Dec. 6, 2002, nowU.S. Pat. No. 6,848,700, which is a continuation of co-pending U.S.patent application Ser. No. 09/490,371, filed Jan. 24, 2000, now U.S.Pat. No. 6,503,589, which is a continuation of application Ser. No.08/811,138, filed Mar. 3, 1997, now U.S. Pat. No. 6,017,048, whichapplication is a continuation of application Ser. No. 08/687,266, filedJul. 25, 1996, now abandoned, which application is a continuation ofapplication Ser. No. 08/112,449, filed Aug. 27, 1993, now abandoned,which application is a continuation-in-part of application Ser. No.07/894,576, filed Jun. 5, 1992, now abandoned; all of which areincorporated by reference.

FIELD OF THE INVENTION

The invention relates, in general, to a bicycle frame that isaerodynamically shaped, lightweight, and stiff, including a main framestructure and front fork assembly, and in particular to the integraltension configuration, integral outer shell, integral tension struts,and integral tension ribs used in its construction.

DESCRIPTION OF THE PRIOR ART

Known prior art includes both traditional frame design, usingtraditional construction techniques and materials, and more recentinnovative frame design, using new construction techniques andmaterials.

Traditional frame design and construction were developed underrelatively limited availability of materials. As steel was readilyavailable, cost effective, and relatively easy to form into simplestructural shapes, round steel tubes were found to be the most efficientstructural element to use in bicycle frame manufacturing. Theconstruction technique used included the cutting and fitting of thesetubes, and brazing them together at their joints with or without jointlugs.

Since traditional frame design, was developed primarily under theavailability of round straight steel tubes, it primarily employed a twotriangle design, with a rear triangle to carry rider load, and to holdthe rear wheel, and a front or main triangle that also carried riderload and joined the rear triangle to the head tube and front forkthereof, and a front fork made of steel tubes. This was known as thesafety bicycle.

From a structural standpoint the traditional two triangle design isessentially a very simple, short, open web truss. The top tube acts as atop boom, the down tube and rear wheel stays act as a bottom boom, andthe seat tube and seat stays act as inclined interconnecting membersbetween the top boom and the bottom boom, as in a typical open web trussof a bridge, for example.

A typical open truss is comprised of a top boom, a bottom boom, andinterconnecting vertical and/or inclined members between the two. When avertical load force is applied to such an open web truss, the top bottomis subjected to resultant compression forces, and the bottom boom issubjected to resultant tension forces, while the interconnecting membersused to resist compression and sheer forces between the upper and lowerbooms may employ a combination of compression and tension members.

FIGS. 1A and 1B illustrate the similarities between the two structuresby way of side view diagrams, and the directions of operative tensionand compressive forces by arrows, with arrows pointing away from eachother representing tension, and those point towards each otherrepresenting compression.

The simple open web truss that comprises the bicycle frame structure ofthe two triangle design is supported at each end with the axle of thewheels, in a way similar to a bridge truss abutment; indirectly throughthe front fork in the front end, and directly in the rear. When a riderload is applied to the top of the bicycle it causes the top tube andseat stays to go into compression, and the down tube and rear wheelstays to go into tension, while the seat tube, and seat stays act asinclined compression and shear resistant members.

The compressive and tensile strength characteristics of steel tubes,their availability and cost, and their workability, made them highlysuitable for the two triangle design, and conversely made this design avery efficient and practical configuration, and most builders still useit with minor variations in the frame geometry.

Round steel tubes also work well to resist lateral and torsional flexes,and their ability to do so can improve by such things as adding flutes,internal rifling, double and triple butting, and increasing theirdiameter. Such increases in strength were sought to improve performanceand allow weight reduction.

An essential structural feature of this design, however, is that itincludes vertical and inclined members, and their postures limit theirability to receive significant aerodynamic improvement, even thoughattempts were made to do so by reducing frontal area, by using oval andtear drop tube shapes, reducing front wheel size, sloping the top tube,and so on.

So, even through the traditional two triangle design has desirablefeatures in stiffness, weight, and vertical load bearing capability, itslimitations in aerodynamics, as well as the need for speed in the areaof competitive cycling, have driven on the search for moreaerodynamically efficient configurations.

Other materials that have become more available, such as aluminum,titanium, and fiber reinforced composites, have provided builders withthe opportunity to attempt new and innovative designs, that reduce frameweight and may offer significant improvements in aerodynamic efficiency.

While some bicycle frame builders have merely substituted tubes made ofthese materials for steel tubes, and gluing or welding of the joints inplace of brazing in the traditional two triangle design, others haveused new materials, in particular, fiber reinforced composites, toproduce new bicycle frame designs which are aerodynamically farsuperior.

While some of these new frames have greatly improved aerodynamics withtheir streamlined shapes and efficient configurations, they have thereputation of being heavy, flexible, and/or bouncy, and thus are thoughtto have greatly reduced riding characteristics compared to traditionalsteel frames. One reason for this is that some of these frames, are,primarily, variants of the open web truss type construction, and employtraditional load bearing engineering principles. In addition, some ofthese innovative designs sometimes require complicated and costlyconstruction techniques, as well as extensive mechanical adjustments. Asuperior design should address the aerodynamic efficiency, stiffness,strength, and weight requirements, of a bicycle frame simultaneously.

SUMMARY OF THE INVENTION

Objects of the Invention

In view of the above it is the aim of the present invention to achievesingularly and simultaneously:

-   -   the production of a bicycle frame of which the configuration,        shape, and arrangement of appropriate parts is inherently suited        for aerodynamic efficiency;    -   the production of a bicycle frame that is extremely strong,        stiff and resistant to flex or deflection under applied        vertical, lateral, and torsional loads without heavy self        weight, and consequently;    -   the production of a bicycle frame that is very light weight in        proportion to its strength, and finally;    -   the production of a bicycle frame that is simple to construct        and easy to assemble. To achieve these ends it was necessary to        invent and develop a new load carrying and transferring        structural schema, called the integral tension configuration.

The present invention, therefore, discloses a bicycle frame that makesuse of said integral tension configuration, and discloses said integraltension configuration itself, and its structural subcomponents, namelyan integral tension outer shell, an integral tension strut, and anintegral tension rib, wherein the multidirectional tensile strength ofsaid structural subcomponents as well as their arrangement are theprimary structural characteristics used to produce the strength andoverall stiffness of the structure under applied vertical, lateral, andtorsional loads. The coessential structural subcomponents defined asintegral tension struts and integral tension ribs are used, wherein themultidirectional tensile strength characteristics of said struts andribs are the primary load transferring component. The said bicycle frameincludes a main frame structure and fork assembly; said main framestructure including an airfoil shaped “down tube” running from a forkmounting means that may be comprised of a head tube sleeve and steertube combination to a crank assembly mounting means that may becomprised of a bottom bracket sleeve with two streamlined rear wheelstays running from said airfoil shaped down tube at said crank assemblymounting means or bottom bracket area to center of rear wheel, and anairfoil shaped “seat tube” emanating from said airfoil shaped down tubebetween said tube sleeve and said crank assembly mounting means or saidbottom bracket sleeve at a midway point, and employing airfoil shapedgussets at their common joint, and including a bicycle saddle mountingmeans; and said main frame structure being composed of anaerodynamically shaped outer shell and inner structural members,preferably including, but not limited to, a various number of generallyparallel and lineally running integral tension struts along or near themidsection of said airfoil down tube, said rear wheel stays, saidairfoil seat tube, that affix along said integral tension struts entirepredetermined circumferential edge to the inner surfaces of the saidouter aerodynamic shell, and possibly, but not necessarily a variousnumber of integral tension ribs generally perpendicular to the upper andlower of the said generally parallel and lineally running integraltension struts, and bonding to the upper and lower inner surfaces of thesaid aerodynamic outer shell or said integral tension struts; said innerstructural members and surfaces of the said aerodynamic outer shell orsaid integral struts; said inner structural members and said outeraerodynamic shell, preferably, but not necessarily, made of fiberreinforced composite laminates and arranged for efficient collaborationto carry rider load and resist flex, such as side and torsion flexes,reduce frame weight, and increase strength; said main frame structurealso including said fork mounting means, preferably consisting of a headtube sleeve and steer tube combination, said crank assembly mountingmeans that that may be comprised of bottom bracket sleeve, a bicyclesaddle mounting means such as a seat tube sleeve and binder boltcombination, at the top of said airfoil seat tube, and rear wheelmounting means, preferably consisting of rear wheel receptors affixed tointerior or exterior of said main frame structure at the end of saidrear wheel stays; said fork assembly including a fastening means to saidmain frame, preferably consisting in a steer tube, headset bearing racesupport, and may include a fork crown, two front wheel supportstructures or blades running from said fork crown to the center of frontwheel, and front wheel mounting means that may be comprised of receptorswhich are affixed to the interior or exterior of the end of said forkblades opposite said fork crown, said fork blades being composed of anairfoil shaped outer shell and inner structural members, including, butnot limited to a various number of generally vertical and parallellineally running integral tension struts affixed along said integraltension struts entire circumference to the inner surface of the saidouter airfoil shell, and said fork blades permanently affixed to saidsteer tube and said possible fork crown. Both said main frame and forkare integrally constructed and form structural frame units that areaerodynamically efficient, lightweight, and strong. Other advantages,features, characteristics, and details of the present invention will beapparent from the following description in conjunction with theaccompanying drawings, in which like reference numerals designate thesame or similar parts.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1A is a side exterior view of a main frame of a traditional twotriangle design bicycle frame. This view illustrates road style rearwheel receptors 58 with a derailleur mount. In this figure, as well asthe series of figures that follow, up to and including FIG. 6, solidshaft arrows on the outside of the shapes indicate the force and thedirection of the force applied, dashed shaft arrows on the outside ofthe shape indicate the reactionary contra posing motions, or thetendency to reactionary contra posing motions of the entities to theapplied force, including primarily contra posing lineal motions, andsolid shaft arrows on the inside of the structures indicate the loadtypes of the members themselves, with arrows point towards each otherindicating compression, and narrows pointing away from each otherindicating tension.

FIG. 1B is a side view of a typical open web truss.

FIG. 2A is a perspective view of a half cylindrical shell.

FIG. 2B is the same view of the same half cylindrical shell illustratingwall deflection when a torsional load is applied.

FIG. 2C is the same view of the same half cylindrical shell illustratingthe application of an integral tension strut to inhibit torsional loaddeflection flex.

FIG. 2D is a split perspective view of a thin wall airfoil rubestructure illustrating the application of the solution of the integraltension strut in the upper and lower halves of said airfoil tube.

FIG. 3A is a section view of a thin wall airfoil tube.

FIG. 3B is the same section view of the same thin wall airfoil tubeillustrating its vertical torsional deflection when opposing loads areapplied to its upper and lower ends.

FIG. 3C is the same section view of the same thin wall airfoil tubeillustrating the application of an integral tension strut to inhibitvertical torsional load deflection. (FIG. 2D again shows the applicationof the solution of the integral tension strut principle as used inperpendicular integral tension ribs, and in said “x” section lineallystrut to said airfoil tube).

FIG. 4A is a top view of a rectangle.

FIG. 4B is the same top view of the same rectangle illustrating itsdeflection when side lateral forces are applied at its ends.

FIG. 4C is the same top view of the same rectangle illustrating theapplication of an integral tension strut to inhibit side lateral loaddeflection.

FIG. 4D is the same top view of the same rectangle illustrating theapplication of an integral tension strut to inhibit side lateral loaddeflection when the load is applied to the midsection of the span. (FIG.2D again illustrates the application of the solution to lateral loaddeflection by parallel and lineally running “x” and “I” section integraltension struts to inhibit lateral load deflection in the airfoilstructure).

FIG. 5A is a section view of a thin wall airfoil tube illustratingcontra posing side deflection of its walls when a vertical load isapplied.

FIG. 5B is the same view of the same thin wall airfoil tube illustratingthe application of “x” and “I” section integral tension struts toinhibit said contra posing vertical load deflection. (FIG. 2D againshows the solution of the integral tension strut in the upper and lower“I” configuration and in the midsection “x” configuration in thestructure.)

FIG. 6 is an exterior side view of the bicycle frame of the presentinvention illustrating the application of the integral tension strutprincipal to show the vertical load bearing capabilities of the exteriorshell walls.

FIG. 7 is an exterior side view of the main frame structure and forkassembly of the present invention.

FIG. 8 is a top exterior view of the main frame structure and forkassembly of the present invention.

FIG. 9 is a front exterior view of the fork assembly of the presentinvention.

FIG. 10 is an interior view of a half shell of the fork blade assemblyof the present invention along a central common vertical placeillustrating a possible and preferred arrangement of inner struts.

FIG. 11 is a side interior view of the lower portion of a fork blade ofthe present invention illustrating a possible alternative rakeadjustable front wheel receptor.

FIG. 12 is a front section view of the upper construction of the fork ofthe present invention illustrating the arrangement of the steer tubewith bearing race support and/or fork crown and the top of the forkblades.

FIG. 13 is a section view of a fork blade assembly of the presentinvention illustrating a possible and preferred arrangement of moldedparts including exterior shells and integral tension struts, and apossible and the preferred method of assembly thereof.

FIG. 14 is a side interior view of the main frame structure of thepresent invention along a central common vertical plane illustrating apossible and preferred arrangement and construction schema of saidintegral tension inner struts and ribs, seam overlays, outer shells andstructural caps.

FIG. 15A is a section view of the main frame structure along the airfoilseat tube of the present invention illustrating a possible alternativeto the preferred arrangement of integral frame parts, including internal“h” and “I” integral tension struts and ribs and external shells, and apossible alternative to the preferred method of construction andassembly thereof.

FIG. 15B is a section view of the main frame structure along the airfoilseat tube of the present of invention illustrating a possible and thepreferred arrangement of integral frame parts, including a “x” and “I”section internal integral tension struts and ribs and external shells,as well as the possible and the preferred construction and assemblymethod thereof.

FIG. 16A is a section view of a rear wheel stay of the main framestructure of the present invention looking forward and illustrating apossible and the preferred arrangement of integral frame parts,including internal integral tension struts and external shells, and apossible and the preferred method of construction and assembly thereof.

FIG. 16B is a section view of a rear wheel stay of the main framestructure of the present invention illustrating a possible alternativearrangement of integral frame parts, including interior integral tensionstruts and ribs and exterior shells as well as alternative constructionand assembly method thereof.

FIG. 16C is a section view of a rear wheel stay of the main framestructure of the present invention illustrating a possible alternativearrangement of integral frame parts including “x” section interiorintegral tension strut, ribs and exterior shells, as well as analternative construction and assembly method thereof.

FIG. 16D is a section view of a rear wheel stay of the main framestructure of the present invention illustrating a possible alternativearrangement of integral shells as well as an alternative constructionand assembly method thereof.

FIG. 17 is an interior view of a half shell of an alternative main framestructure schema of the present invention along a central commonvertical plane illustrating an alternative arrangement of integraltension struts and ribs wherein the caps illustrated in FIGS. 14, 15Aand FIG. 15B are incorporated into the outer shell halves.

FIG. 18A is a section view of the main frame structure along the airfoilseat tube of the present invention illustrating a possible alternativearrangement of “h” section interior integral tension struts and outershells, the use of molded and/or wet-laminated seam overlays whereinassembly is along said common vertical plane of the two frame halves,and using the possible alternative method of assembly thereof asillustrated and described in FIG. 17.

FIG. 18B is a section view of the main frame structure along the airfoilseat tube of the present invention illustrating a possible alternativearrangement of interior and exterior frame parts employing a “y” and “h”section integral tension strut assembly with outer shells, and the useof molded and/or wet-laminated seam overlays wherein assembly is alongsaid common vertical plane of the two frame halves and utilizing thealternative assembly method described in FIG. 17.

FIG. 19 is an interior side split view of the present inventionillustrating a possible and alternative arrangement of interior integraltension struts and ribs and outer shells, and a possible alternativemethod of assembly thereof, along a central generally horizontal commonjoint with seam overlays.

FIG. 20A is a section view of the main frame structure of the presentinvention along the airfoil seat tube illustrating a possiblealternative arrangement of interior and exterior frame parts includingintegral tension struts and exterior shells utilizing the alternativeassembly method described in FIG. 19.

FIG. 20B is a section view of the main frame structure of the presentinvention along the airfoil seat tube illustrating a possiblealternative arrangement of interior and exterior frame parts employingan integral tension “Y” strut assembly and outer shells and utilizingthe alternative assembly method described in FIG. 19.

FIG. 20C is a section view of the main frame structure of the presentinvention along the airfoil seat tube illustrating a possiblealternative arrangement of interior and exterior frame parts and thepossible alternative use of a foam core material, along with integraltension struts and outer shells and utilizing the alternative assemblymethod described in FIG. 19.

FIG. 20D is a section view of the main frame structure of the presentinvention along the airfoil seat tube illustrating a possiblealternative arrangement of interior and exterior frame parts andpossible alternative use of honey comb core material, along withintegral tension struts and outer shells and utilizing the possiblealternative assembly method described in FIG. 19.

FIG. 21 is a section view of a rear wheel stay of the present inventionillustrating a possible alternative arrangement of interior integraltension struts and ribs and exterior shells, and utilizing thealternative assembly method described in FIG. 19.

DETAILED DESCRIPTION OF THE INVENTION

In order to more fully understand the nature of the integral tensionconfiguration of the present invention, to distinguish it from what isold, and to illustrate its novel arrangement and use of parts, it wouldbe very suitable to begin with a brief but detailed analysis of effectsof the various types of loads that are applied to a bicycle frame. To dothis, I will, firstly, identify what I think are the frequentlyoccurring load types during the use of a bicycle frame; secondly,showing effects of these loads on simple structural frame shapes;thirdly, by showing the corrective effect of my integral tensile strutwhen applied to the simple frame structure; and fourthly, by showing theapplication of the solution to actual aerodynamically shaped structuralbody parts of the bicycle frame of the present invention.

The first and most obvious load that is applied to a bicycle frame isthat of the rider himself. This is a vertical weight load that is borneby the frame structure and transferred to the hubs of the wheels, andthrough the wheels to the ground. This load can be amplified to agreater or lesser degree when, for example, the rider guides his bicycleover a speed bump at a faster or slower speed. The amount ofamplification of the vertical load will depend on the height of thespeed bump, the angle of its forward inclined surface, the weight of therider, and the rate of speed at which he is traveling. It is conceivablethat said vertical load can be amplified two or more times.

A second load force that is applied to a bicycle frame is a lateral loadin the lower part of the frame from right to left and left to right, asthe rider pedals the bicycle. Resistance to deflection to this lateralload is usually the means used to determine how “stiff” a bicycle frameis, and this stiffness is an important consideration in determining howwell the bicycle frame will perform overall. In addition to this lowerlateral load, there is also an equal opposite counter lateral load atthe saddle area of the frame as the rider pedals.

A third, and closely related load to lateral load is a torsional loadthat occurs, also during the pedaling cycle, as a result of the downwardforce applied to the pedal in which one end of the crank spindle isforced down during the application of downward force, and the other endis consequently forced up. This concomitant torsional force is also adetermining factor in rating the stiffness of a bicycle frame.

The torsional reaction to the application of downward force travels bothin a lineal direction as wells as in a vertical direction up the framemembers, and because of this there is a possibility of deflection inboth directions. In addition, there is also an equal and oppositereaction to the downward force applied to the pedal which is thedeflection, or the tendency to deflect of the saddle both in a lateraland in a torsional fashion, when the rider is seated while pedaling,because, as in the case of the bicycle frame of the present invention,the top of the saddle area tends to deflect more than its bottom.

Having thus identified the frequently occurring forces applied to thebicycle frame during its use we will, then, proceed to an examination ofthe effects of these forces on individual frame parts.

FIG. 1A is a side exterior view of a main frame portion of a bicycleframe to which a vertical load has been applied. The solid shaft arrowson the interior of the objects of both FIGS. 1A and 1B indicate how theload is transferred through the structure and to the ground. Arrows thatpoint away from each other indicate that these frame parts are subjectedtension forces, and arrows that point towards each other indicate thatthese frame parts are subjected to compression forces during loadtransference. As stated in the background of the invention, thetraditional two triangle bicycle frame is basically a very simple andshort open web truss, and this similarity, as well as the similarity inload transferring qualities is seen in a comparison between FIG. 1A andFIG. 1B in which the later is a side exterior view of a typical open webtruss that is frequently used in bridge construction. In this structuralschema, as was stated in the background, a combination of forces areoperative, when a vertical load is applied, and these include saidcompression forces on the top boom of the open web truss that tend topush said upper boom down, and said tension forces in the lower boomthat tend to pull in opposite directions along said boom. In addition,there are shear forces between the two that are born by a combination ofvertical and/or inclined compression and tension members.

Referring to a bicycle frame, depending on whether the load is on theseat, the pedals, or on both, the seat tube can be subjected to eithercompression and/or tension forces.

The lateral and torsional loads of the traditional two triangle frameare borne primarily in only the outer walls of the frame tubes, and thebicycle can be made stiffer in increasing the thickness of these walls,by adding rifling to their interiors, by fluting said outer walls, andby increasing the diameter of said tubes. While these changes offer someimprovement to the stiffness of the bicycle, none of them simultaneouslyaddress this along with the frame weight and aerodynamics. In myopinion, there was still a substantial need to attempt simultaneoussolutions to the problems of strength, weight, and aerodynamics withoutmaking compromises in any area.

In the development of the bicycle frame of the present invention it wasfound that all three areas could be addressed simultaneously by means ofthe integrated tension configuration and the development and use of acoessential frame members, namely the integral tension strut andintegral tension rib. It would be appreciated that it be understood thatthe terms integrated tension design and integrated tensionconfiguration, or integral tension configuration are used synonymouslythroughout, and that the terms integral tension strut and integraltension rib as well as integral tensile strut and integrated tensionstrut are also used synonymously throughout, in that their constructionis the same or similar, but that they differ in that the integraltension struts will run generally parallel to the longitudinalstructural span, and that the integral tension rib will run generallyperpendicular to the longitudinal structural span and generallyintersect said integral tension struts.

The integral tension strut is, preferably, but not necessarily, made ofa fiber reinforced composite laminate in which a combination ofbi-directional reinforcing layers, arranged in a 45 degree bias, a 30/50degree bias, and in a 90 degree lateral and longitudinal configuration,and forms an extremely efficient and lightweight means of loadtransference when properly attached to the inner surface of the outershell of a structure and other frame parts with a continuous bond alongits entire predetermined circumferential edge.

While there are admittedly some compression bearing capabilities of thisthin and lightweight laminate, they were found to be relativelyinsignificant and hardly operative in the application of the saidintegral tension strut in comparison to the tensile capabilitiesthereof. This was borne out by the fact that, when high tensile strengthreinforcer was used to manufacture said integral tension strut, likeKevlar synthetic fiber, which has about twice the tensile strength andhalf the flexural strength of other reinforcing fibers, like graphite,and which is considered to have poor compressive characteristics, itproduced a stiffer overall structure when installed into the outershell, then when a reinforcer that is stiffer and has higher compressivestrength but lower tensile strength was used, like graphite orfiberglass.

A fuller understanding of the application of said integral tensionconfiguration and the said integral tension strut to counteracttorsional, lateral, and vertical load deflection within the confines ofa thin aerodynamic shell can be seen in the series of figures FIGS. 2Aand 6, wherein solid shaft arrows on the outside of the structuralshapes represent the type of force and the direction of the forceapplied, and dashed shaft arrows on the outside of said shapes representthe resultant contra posing lineal and torsional movements or thetendency of these movements on the part of said shapes, and arrows onthe inside of said shapes indicate the type of loads that occur incorrecting said contra posting movements, with arrows that point awayfrom each other indicating tension. It should be understood that thesaid integral tension struts and said integral tension ribs are shownonly with a 45 degree fiber orientation for the purpose of simplifyingthe drawing for illustrative purposes, and that the more complexmultiple ply fiber orientation mentioned above is the preferred laminateschema.

It should also be noted that while the description of the functioning ofsaid integral struts in the series of drawings FIGS. 2A through 2D and4A through 4D make use of rectangles for the purpose of simplicity ofdemonstration, and that their shapes are not intended to be limitedthereto, and as is shown in the remainder of the present specificationthe circumferential shape of said integral tension struts and saidintegral tension ribs may be varied to accommodate the contours of saidintegral tension outer shell, or to suit the specific demands of aparticular application as is demonstrated in the practical applicationof integral tension ribs adapted circumferential shapes in FIGS. 2D, 3C,6, 15A, 15B, 19, 20A and 21, and that the cross section of said integraltension struts and said integral struts may likewise be altered to thedemands of a specific application as shown in the various cross sectionsof said integral tension struts in FIGS. 15A and 15B, 16A, and 18B thatinclude but are not limited to cross sections of “H”, “I”, “U”, “X”, and“W” shapes.

The following series of descriptions of the drawings will break down theintegral tension configuration into its sub components, demonstrate itsnovel load bearing and load transferring characteristics, show thearrangement of structural sub components, and explain the essentialfeatures of the collaboration of said sub components.

Referring initially to the sequence of figures in series 2, a solutionto the problem of horizontal torsion load deflection can be seen,wherein:

FIG. 2A is a perspective view of a half section of a cylindrical tube.

FIG. 2B is the same perspective view of the same half section ofcylindrical tube when it is subjected to a torsional load, and itssubsequent deflection, in which loads and subsequent deflections areindicated by arrows. During torsion load deflection for this type ofhalf shell shape, the opposite walls move in contra posing lineal androtational directions. This subsequent deflection to a torsional loadcan be inhibited, if not eliminated, by the addition of a linealintegral tension strut 26, as illustrated in FIG. 2C, that is capable ofresisting the shear tendencies of the walls of the shell primarily byits multidirectional tensile strength characteristics and complex fiberorientation. The arrows in said integral tension strut 26 of this figurerepresent the transference of the applied load into the tensile strengthof said strut through the use of contra posing forces. In other words,the tendency of one shell wall to move in the opposite direction of theother, and the force by which it does so, is used to pull or retain theopposite wall in its proper position and vise-versa, through the tensilestrength of said integral tension strut 26. By eliminating the abilityof the shell walls to move independently of each other, one is able toconcomitantly eliminate torsional load deflection or flex. This is anextremely efficient load transferring and stress dispersing system;force and counter force, along with and through very, high tensilestrength members, are being use to transfer loads and counteract appliedforce instead of just the brute compressive strength of heavy verticaland inclined compression oriented members, such as in an open web bridgetruss. Because of the inherent efficiency of this structural systemmajor reductions in weight and major improvements in strength can beachieved over other systems. For example, the heavy compression orientedmembers of an open tress design can be replaced with thin light weighthigh tension strength members. Both the thickness and the weight of theouter shell of the said integral tension configuration, as well as thatof said integral tension struts and said integral tension ribs can bereduced because of their mutual collaboration and codependence. However,because the independent structural integrity of said parts would likelybe reduced by the reduction in weight and thickness, it is essentialthat said integral tension struts have a continual line of contact withsaid outer shell all along said struts outer circumference, either bystructural incorporation or bonding as shown in drawing 2C. Should thiscontinual contact be lacking at any point the outer shell may buckle atthat point as the contra posing lineal motions and forces are not ableto be transferred and counteracted in the integral tension strut.

It should be further noted that the above-mentioned complex laminateschema that includes fiber orientation of 45 degree bias, a 30/60 degreebias, and a 90 degree lateral longitudinal configuration not only usesmotion and counter motion, force and counter force to inhibit loaddeflection and carry applied loads, but also transfer said forces to amultiplicity of points along the entire circumference of said integraltension struts and said integral tension ribs, so that lateral loadswill be transferred and dispersed at various degrees of diagonalization,and also longitudinally and laterally which enables said struts to helpretain the relative positions of said outer walls and also to retain thegeometric integrity and shape of the structure.

FIG. 2D illustrates the application of this tension strut 26 solutioninto the airfoil shell of the bicycle frame of the present invention bymeans of parts number 25, 26, and 18 a.

Referring secondarily to the sequence of figures in series 3, a solutionto the problem of vertical lateral and vertical torsional loaddeflection can be seen, wherein:

FIG. 3A is a section view of an airfoil tube shell;

FIG. 3B is the same section view of the same airfoil shell in deflectionunder vertical later and/or vertical torsional load application. Thistype of movement can occur, for example, at the saddle area of theairfoil seat tube of the present invention, when a downward force isapplied to a pedal, and the reaction to that applied downward force isthe application of a lateral force at the saddle area of the airfoilseat tube. While the whole airfoil seat tube tends to deflect laterally,the top portion thereof tends to deflect laterally more than the bottom.Hence, there is a vertical lateral and a vertical torsional loaddeflection tendency.

FIG. 3C is the same section view of the same airfoil shell illustratingthe application of the solution by installing both a perpendicularintegral tension rib 27 and a “x” section lineal integral tension strut18 a to inhibit vertical lateral and torsional load deflection.

FIG. 2D again illustrates the application of this solution ofperpendicular integral tension ribs 27 and “x” section lineal integraltension strut 18 a to the airfoil shell of the bicycle frame of thepresent invention.

Referring thirdly to the sequence of figures in series 4 a solution,very similar to that of the torsion load deflection problem of the 2series, is offered for the problem of lateral endspan and midspan loaddeflection, wherein:

FIG. 4A is a top view of a rectangle, and may be taken to represent atop view of a half cylindrical shell;

FIG. 4B is the same top view of the same rectangle illustrating thedeflection thereof under the application of lateral loads at its ends;

FIG. 4C is the same top view of the same rectangle illustrating theapplication of the solution of a lineal integral tension strut 26 toinhibit lateral endspan load deflection;

FIG. 4D is the same top view of the same rectangle illustrating theapplication of the solution of a lineal integral tension strut 26 toinhibit lateral midspan load deflection. This solution to midspanlateral load deflection can be more clearly understood by thinking ofthe point of the midspan lateral load application as a common point oflateral load application on two span lengths butted together.

FIG. 2D again illustrates the application of this solution of acombination of lineal “I” and “x” section integral tension struts to theairfoil shell structure of the bicycle frame of the present invention bymeans of parts number 25, 26, and 18 a respectively.

Referring fourthly to the sequence of figures in series 5 a solution tothe problem of vertical load deflection is seen, wherein:

FIG. 5A is a section view of an airfoil tube with arrows to illustratean application of vertical load, and consequent outward deflection ofthe side walls thereof;

FIG. 5B is the same section view of the same airfoil seat tubeillustrating the application of the solution of combination of “I” and“x” section lineal integral tension struts to inhibit the outwarddeflection of said side walls under a vertical load. It should beunderstood that the integral tension ribs number 27, also assist inresisting vertical load deflection. Again, the application of thissolution of integral tension struts to the airfoil shell structure ofthe bicycle frame of the present invention is seen in FIG. 2D by meansof parts number 25, 26, and 18 a.

A close examination of FIG. 2D will make it obvious that said integraltension struts are independently thin and flexible, but that, whenarranged in the integrated interdependency of the integrated tensionconfiguration of the present invention, they form an extremely efficientload transferring system. It will also be apparent that the solutionsare multi functional and are used to resist multiple and diverse toadsand load deflections. This is elemental to the integral tension design.

It should be understood, however, that the said integral tensioncomponents, i.e., said integral tension outer shell, said integraltension struts, and said integral tension ribs, can also be made of amaterial of higher compression strength, and with a higher flexuralstrength, for example, by adding layers to the laminate; by using areinforcing fiber of higher compressive and flexural modulus strengthcharacteristics, such as carbon fiber or fiberglass, and by increasingthe quantity of fiber and matrix. Such changes will add compressivestrength and flexural strength to said integral tension shell, saidintegral tension struts and ribs and increase their independent strengthcharacteristics, but will also add weight to the entire structure aswell as to the individual components. But unless there are increases inthe tensile strength of said components, such changes may notnecessarily be advantageous from the standpoint of weight andperformance.

FIG. 6 is a side exterior view of the present bicycle frame of thepresent invention with arrows to illustrate the overall structuralschema of the outer shells of said bicycle frame of the presentinvention and to illustrate the application of the integral tensileconfiguration and strut principal in the design and construction of theouter vertical load bearing shells, wherein the arrows indicate thedirection of the applied vertical load as well as the tendency to contraposing lineal movements of the upper and lower parts of said frame, aswell as the direction of load transference. The said integral tensionouter shell also serves the obvious function of retaining said integraltension struts and integral tension ribs in their predetermined relativepositions. The said integral tension outer shell is constructed of ahigh multidirectional tensile strength material, such as a fiberreinforced composite laminae, with the complex fiber orientation schemamentioned above, and utilizes the same basic principles of said integraltension struts.

Since the novel structural engineering of said integrated tensionconfiguration, and said integral tension strut and said integral tensionrib as employed in solving the problems of load deflection of theindividual parts of said bicycle frame of the present invention, hasbeen shown, the integrated arrangement, construction, and assembly ofsaid integral tension parts thereof will now be treated.

Referring, therefore, initially to FIG. 7 the aerodynamically shapedbicycle frame, of the present invention is shown, including a main framestructure 1 and fork assembly 2, from an exterior side perspective. FIG.8 shows the same from an exterior top perspective. The designconfiguration of said main frame structure is comprised of a main drivetrain structure which includes an elongated airfoil shaped down tubestructure 3 running from front fork mounting means that may be comprisedof a head tube sleeve 4 (not visible in the present exterior view butthe location of which is indicated), through a crank assembly mountingmeans that may comprise a bottom bracket sleeve 5 with two streamlinedrear wheel stays 6 running from said bottom bracket sleeve area tocenter of rear wheel, and an elongated airfoil shaped seat tube 7emanating from said airfoil shaped down tube 3 of said main drive trainstructure, between the head tube 4 and the bottom bracket sleeve 5.

Said main frame structure also employs a bicycle saddle mounting meansthat may comprise a seat tube sleeve 9 at the top of said airfoil seattube 7, or may comprise some other saddle mounting mechanism, and a rearwheel mounting means that may comprise two rear wheel receptors 8, hereshown in the track configuration to receive a fixed gear wheel, butwhich can use an alternative road configuration to receive a road wheelwith a free wheel gear cluster, and gear shifting mechanisms (notshown), and are employed at the end of the rear wheel 6. It would beappreciated that it be understood that while the invention is shown in a“track” configuration, that the same frame can be given a “road”configuration, wherein it is adopted to receive a front and rear break,front and rear derailleurs, shifter controls, and shifting and breakcables, and an assembly of multiple crank chain wheels, and a rear wheelfree floating gear cluster, and that such an adaptation is considered tobe within the scope of the present invention. FIG. 1A shows an exampleof a road style rear wheel receptor 5B with a derailleur mount. FIG. 7also illustrates front wheel mounting means that may consist of frontwheel receptors 15. Airfoil shaped gussets 10 and 11 are also used atthe common joint of said airfoil seat tube 7 and said airfoil shapeddown tube 3 to increase strength and stability.

FIG. 7 and FIG. 8 together show the general over all appearance as wellas the aesthetic, aerodynamic, and exterior structural features of theouter shell of this particular preferred design embodiment, but thescope of the invention is not limited thereto, and other designembodiments may be substituted. In addition, FIG. 8 shows a top view ofthe inner rear wheel stay shell molding 16.

FIG. 7 also illustrates an exterior side view of said front forkassembly 2 that employs a steer tube sleeve and steer tube combinationmounting means when installed in its proper position in said head tube 4of said main frame structure 1. FIG. 8 identifies the two front wheelsupport structures or fork blades 14, front wheel receptors 15, andsteer tube 17 of said front fork assembly 2 when installed in its properposition in said main frame structure 1 from a top exterior perspective.Also shown in FIG. 7 is the longitudinal axis 100 of the seat tubesleeve, the longitudinal axis 101 of the seat tube and the longitudinalaxis 102 of the down tube.

FIG. 9 is a front exterior view of the fork assembly as shown whendisassembled from said main frame structure 1. This view more clearlyshows the arrangement of the individual parts thereof, including saidsteer tube 17, a headset bearing race support 12, and/or fork crown 13,said fork blades 14, and said front wheel receptors 15. The amount ofrake in said fork blades may be varied to achieve desired geometry andride characteristics, by either molding the desired rake into saidblades during construction, or by changing the position of the axleslots in said front wheel receptors. This specification discloses thepossibility of accommodating fork rake by making variable positions inthe slots of said receptors.

FIG. 10 illustrates said fork assembly 2 as shown when disassembled fromsaid main frame structure 1 from an interior side perspective. Said forkblades 14 preferably, but not necessarily employ interior generallyvertical and parallel running struts 38, as illustrated, and they mayalso employ a combination of integral tension struts, ribs, and othersuitable core materials. Both said front wheel receptors 15 and saidfork crown 13 may employ holes, or some other similar feature, tofacilitate bonding to said fork blades 14, as illustrated.

FIG. 11 illustrates the lower portion of said fork assembly 2 of thepresent invention from an interior side perspective showing a variablefront wheel receptor 15 a, which provides the bicycle with fork rakeadjustments for different steering geometries.

FIG. 12 is an enlarged front section view of the construction of theupper portion of said fork assembly 2 of the present invention that morefully illustrates the junction of said steering tube 17 and fork crown13 with said fork blades 14, and shows in more detail the individualparts thereof, including said steer tube 17, headset bearing racesupport 12 and/or fork crown 13, shell molding 36, shell moldings 37,and 37 a, and integral tension struts 38.

The preferred manner of making said fork assembly 2 of the presentinvention is illustrated more dearly in FIG. 13 wherein said fork blade14 including said shell moldings 36 and 38, integral tension struts 38,and caps or seam overlays 40 and 41 are shown by way of a section view.In the preferred construction and assembly schema of the front forkassembly 2, said headset race support 12 and/or said fork crown 13, arepreferably but not necessarily made of steel and are brazed and/orbonded and/or fastened by other suitable means to said steer tube 17,which is also made of steel. Said fork blade structures 14 are made,preferably, but not necessarily, of fiber reinforced composite laminatematerials, including, but not limited to, a suitable plastic resin suchas epoxy, and carbon fiber, and/or Kevlar synthetic fiber, and/orfiberglass, and may include a suitable core material like honey comb,and/or foam core, and any variable combination of these and/or otherfiber reinforced composite and/or core materials and/or other plasticsystems, and may also be made of metal, or any combination of these andany other suitable material, and is preferably, but not necessarily,composed of molded parts that are bonded to outside and inside of saidsteer tube and fork crown assembly and to one another along a commongenerally vertical central plane 42 by means of epoxy resin, and/orfiber reinforced composite lamination, and/or other suitable structuraland/or industrial adhesive, and/or bonding method, and/or any othersuitable fastening means, or any combination thereof, with the frontwheel receptors also being bonded and/or fastened in place with the sameor similar processes. It should be noted that, as stated, said steertube, said fork crown, and said bearing race support, and said frontwheel receptors may be made of another suitable material, such asinjection molded plastics or fiber reinforced composites, in which casesaid fork blades and fiber composite fork crown may be bonded to insideand outside of said steer tube, or may be parts of a continuous moldingof the same or similar material with said steer tube, said headsetbearing race support, and said fork crown.

FIG. 14 is an interior view of said main frame structure 1 of thepresent invention wherein said main frame structure 1 is composed of anintegral aerodynamically shaped outer shell included in shell halves 31and 32 of FIG. 15 outer rear wheel stay shells 35 and 35 a of FIGS. 16Aand 16B, and inner shell 16, also of FIG. 16A, with their integraltension half struts 24, 25, and 26, and in caps 28, 29, 30 and 30 a(said parts 16, 31, 35 and 35 a not shown or identified in this figure),wherein it would be appreciated that it be understood that said outershells also incorporate said integral tension design principle and thatthe term outer shells is also uses synonymously throughout with the termintegral tension outer shell; and inner structural members, preferablyincluding, but not limited to, a various number of generally paralleland lineally running integral tension struts including said outerintegral half struts 24, 25, and 26 and seam overlays 33, as well asinternal integral tension half struts 18, 19, and 20, along or near themidsection of the said airfoil shaped down tube 3, said streamline rearwheel stays 6, and said airfoil seat tube 7. that bond and/or fasten tothe inner surfaces of said outer aerodynamic shell, and additionalintegral tension substruts 21, 22, and 23 joining said struts 20, and19, 19 and 18, and 18 and 19, near said bottom bracket sleeve 5, reargusset 11, and top gusset 10 respectively, that also bond to the innersurfaces of the said outer aerodynamic shell, and a possible variousnumber of integral tension ribs 27 generally perpendicular to the saidstruts 24, 25, and 26, and bonding to the inner surfaces of said caps28, 29, 30, and 30 a, as well as to the surfaces of said seam overlays33.

The said inner structural members and said outer aerodynamic shell arepreferably made of fiber reinforced composite laminate materials,including but not limited to a suitable plastic resin such as epoxy, anda fiber reinforcer such as carbon fiber, and/or Kevlar synthetic fiber,and/or fiber glass, and may include a suitable core material like honeycomb, and/or foam core, used with said integral tension struts, and anyvariable combination of these and/or other fiber reinforced compositesand/or core materials and/or other plastic systems, and may also be madeof metal, and any combination of these and any other suitable material,and are bonded and/or fastened together by means of epoxy resin, and/orindustrial adhesive, and/or bonding method, and/or any other suitablefastening means, or any combination thereof.

FIG. 14 also shows the other frame components including said head tubesleeve 4, said bottom bracket sleeve 5, said seat tube sleeve 9, andsaid rear wheel receptors 8, which, when installed, their arrangementsmay also serve a structurally interdependent role as well as theirspecific various practical functions, e.g., the said bottom bracketsleeve 5 may be affixed and/or bonded to the inner surface of the lowerpan of said outer shell to form a continuous running power transferringdrive train running from said head tube sleeve 4, to rear wheelreceptors 8, and may be made of materials including but not limited tometal, and/or high density plastics, and/or fiber reinforced compositematerial, and/or any combination of these and other suitable materials,and are preferably, but not necessarily, permanently affixed to theinterior of said main frame structure 1 at their predeterminedrespective locations, as well as to said inner integral tension partsand, if appropriate, may also be affixed to the exterior of said mainframe 1, preferably, by means of epoxy resin, and/or fiber reinforcedcomposite lamination, and/or other suitable structural and/or industrialadhesive, and/or bonding method, and/or any other suitable fasteningmeans, structural incorporation, continuous molding, or any combinationthereof.

FIG. 15A is a section view of said main frame structure 1 described inFIG. 14 along said airfoil seat tube 7 of the present invention, but maybe taken to represent said airfoil down tube 3 also, and illustrates analternative arrangement to the preferred method of making the inventionas described in FIG. 15B and includes outer aerodynamic shell parts 31and 32, interior integral tension half struts 18 ₁, and 18 ₂, integraltension mating half struts 25 and 26, seam overlays 33, and caps 28 and30 with their integral ribs 27.

FIG. 15B is a section view of said main frame structure 1 described inFIG. 14 along said airfoil seat tube 7 of the present invention, but maybe taken to represent said airfoil down tube 3 also, and illustrates thepreferred arrangement of interior and exterior frame parts, as well asthe preferred manner of making the invention.

In this preferred schema the outer shell body and inner structuralmembers are integrally composed of separate molded parts that includeupper, lower, back and head molded caps 28, 29, 30, and 30 a, with theirintegrally molded tension ribs 27, two molded outer shell halves 31 aand 32 a with their integral tension telescopic half struts 18.sub.a 1and 18.sub.a 2. Said integral tension struts 18.sub.a 1 and 18.sub.a 2and integral tension fibs 27 may be premolded, and/or laminated inplace. The said separate molded parts are made, preferably, but notnecessarily, of fiber reinforced composite laminate materials inseparate molds, including, but not limited to, a suitable plastic resinsuch as epoxy, and a fiber reinforcer such as carbon fiber, and/orKevlar synthetic fiber, and/or fiber glass, and may include a suitablecore material like honey comb, and/or foam core, and any variablecombination of these and/or other fiber reinforced composites and/orcore materials and/or other plastic systems, and may also be made ofmetal, or any combination of these and any other suitable material, andare bonded and/or fastened together along with said head tube sleeve, 4,said bottom bracket sleeve 5, said seat tube sleeve 9, and said rearwheel receptors 8 by means of epoxy resin, and/or fiber reinforcedcomposite laminate, and/or other suitable structural and/or industrialadhesive, and/or bonding method, and/or any other suitable fasteningmeans, and any combination thereof.

The preferred construction and assembly schema of said rear wheel stays6 of said main frame structure 1 is shown by means of FIG. 16A, which isa section view of said right rear wheel stay 6 of the present inventionlooking forward wherein both right and left wheel stays 6 are formedfrom separate molded parts, and made, preferably, but not necessarily,of fiber reinforced composite laminate materials in separate molds,including, but not limited to, a suitable plastic resin such as epoxy,and carbon fiber, and/or Kevlar synthetic fiber, and/or fiber glass, andmay include a suitable core material like honey comb, and/or foam core,and any variable combination of these and/or other fiber reinforcedcomposites and/or core materials and/or other plastic system and mayalso be made of metal, or any combination of these and any othersuitable materials, and bonded together with epoxy resin, and/or fiberreinforced composite lamination, and/or other suitable structural and/orindustrial adhesive, and/or bonding method, and/or any other suitablefastening means, and any combination thereof. Said rear wheel stay outershell 35 is the right side continuation of said shell half 31 of saidairfoil down tube 3 of said main frame structure 1 and is molded in thesame process, wherein said integral tension telescopic bottom and backhalf struts 24 a and 26 a continue to the rear wheel receptor 8 buttransfer to said outer shell near the bottom bracket area to form theupper and lower surfaces of the said outer shells 35 and 16 of said rearwheel stays. The preferred schema for said rear wheel stay also includestwo generally parallel and lineally running dual integral tension struts20.

FIG. 16B is a section view of said right rear wheel stay 6 of thepresent invention looking forward that illustrates a variation ormodification of FIG. 16A to be utilized, preferably, with main framestructure schema of FIG. 15B, wherein rear wheel stay outer shellmolding 35 a is a continuation of right side shell molding 31 a of saidmain frame structure 1 wherein rear wheel stay outer shell moldingsinclude integral tension telescopic upper and lower strut halves 26 aand 24 a that are a continuation of said back and lower integral tensiontelescopic strut halves 26 a and 24 a of said airfoil down tube 3 of theschema of FIG. 15B, and wherein said bottom and back caps 29 and 30,with their possible integral tension ribs 27 continue from the lower andback caps of said airfoil down tube 3 of said main frame structure 1over the entire length of said rear wheel stays 6. Said dual innerintegral tension struts 20 of said rear wheel stays 6 are reduced innumber, in this schema, from the two sets used in FIG. 16A to one set 20a for the present schema, and said shell moldings 16 and 35 are variedslightly to shapes 16 a and 35 a. All other construction and assemblymethods remain the same or similar.

FIG. 16C is a section view of said right rear wheel stay 6 of thepresent invention looking forward that illustrates a further variationor modification of FIG. 16A to be utilized preferably, with main framestructure schema of FIG. 15A wherein outer shell 35 b is a continuationof said outer shell 31 of said airfoil down tube 3, and wherein saidupper and lower integral tension strut halves 26 and 24, respectively,employ mutual facing or mating bonding and/or fastening surfaces inplace of said telescopic bonding and/or fastening surfaces of FIG. 16B,and are continuations of back and lower fight side mating integraltension half struts 26 and 24 of said airfoil down tube 3 of main framestructure 1, wherein said shell moldings 16 as well as 35 are variedslightly to 16 b and 35 b to accommodate said upper and lower caps 29and 30 with their possible integral tension ribs 27, and wherein saidseam overlays 33 continue from said back and lower integral tensionmating strut halves 26 and 24 of said airfoil down tube 3 of said mainframe structure 1 and fasten and/or bond over their common seam, whereinsaid caps 29 and 30 are continuations Of said lower and back caps ofsaid airfoil down tube 3 of said main frame structure 1, and whereinsaid dual inner integral tension struts 20 of FIG. 16A of said rearwheel stays are reduced in number to one set and varied to employ mutualfacing or mating integral tension half struts 20 b 1 and 20 b 2. Allother construction and assembly methods remain the same or similar.

FIG. 16D is a section view of said right rear wheel support structure 6of the present invention looking forward that illustrates anotherfurther variation or modification of FIG. 16A to be utilized preferably,with main frame structure schema of FIG. 18A, wherein said outer shellhalf 31 c is a continuation of said outer shell half 31 of said airfoildown tube 3, and wherein said integral tension upper and lower strutsand interior integral tension strut configurations of FIGS. 16B and 16Care replaced with two sets of dual parallel and lineally runningmutually facing or mating integral tension struts 20 _(c) 1 and 20 _(c)2 and wherein shell moldings 35 and 16 are varied slightly to 31 c and16 c and share the same common central plane of assembly as do said dualintegral tension struts 20 _(c) 1 and 20 _(c) 2, and utilize seamoverlays 47 c and 48 c over their common seams. All other constructionand assembly methods remain the same or similar.

FIG. 17 is a side interior view of said main frame structure 1 of thepresent invention illustrating an alternative arrangement of struts andribs, and an alternative method of assembly along a central commonvertical plane, wherein said top, back, and bottom caps 28, 29, 30 ofFIG. 14, or the preferred method, are integrated into the left and fightouter shell moldings 43 and 44, and upper and lower integral tensionstruts 24, 25, and 26 of FIG. 14, or the preferred method, are replacedwith two dual mutual facing and mating integral tension half struts 45and 45 a, and employ either molded and/or wet laminated seam overlays 47and 48 installed over their common seam. (Parts 43, 45 a, 47, and 48 areillustrated in FIG. 18A). Also shown in FIG. 17 are upper and lowerelongated down tube members 46. Integral tension ribs 27 may be reducedin number and varied in arrangement. Head cap 30 a of FIG. 14 or of thepreferred method, may be either incorporated into said outer shellhalves 43 and 44, or be molded and installed separately. All otherconstruction and assembly methods remain the same or similar to thepreferred method.

FIG. 18A is a section view of said main frame structure 1 of the presentinvention along said airfoil seat tube 7 that further illustrates thearrangement of interior and exterior frame parts of FIG. 17 as well asthe method of construction and assembly thereof and which can also betaken to illustrate said airfoil down tube 3. A similar arrangement mayalso be used for said rear wheel stays 6, as well as for said forkblades 14. All other construction and assembly methods remain the someor similar to the preferred method.

FIG. 18B is a section view of said main frame structure 1 of the presentinvention along said airfoil seat tube 7, that illustrates a furtheralternative arrangement of interior and exterior frame parts employingan integral “y” integral tension strut assembly 52 and utilizing thealternative construction and assembly method described in FIG. 17. Thissection view may also be taken to illustrate said airfoil down tube 3.The same or similar arrangement may also be employed in said rear wheelsupport structures 6, and said front fork blades 14. In this schema,said upper and lower generally parallel lineally running integraltension struts 24, 25, 26, and possibly, but not necessarily 20, all ofFIG. 14, or of the preferred method, are replaced with an integrallineally running integral tension “y” shaped strut 52, and one set ofdual parallel integral tension strut halves 45 and 45 a. All otherconstruction and assembly methods remain the same or similar to those ofFIG. 18A, and of the preferred method.

FIG. 19 is an interior split side view of said main frame structure 1 ofthe present invention illustrating a further possible alternativearrangement of interior struts and ribs as well as a possiblealternative method of construction and assembly thereof, therein saidleft and fight integral shell halves 31 and 32, as well as said caps 28,29, 30 and 30 a of the preferred method of construction are incorporatedinto inner shell half 49 and outer shell half 50, when view from afrontal perspective, that are joined along a central generallyhorizontal common joint with either wet lamination or premolded seamoverlays 51 (not shown in FIG. 19) installed, and wherein said upper andlower inner integral tension struts 24, 25, 26, 18, 19, and 20 of thepreferred method of construction are replaced with dual generallyhorizontal parallel and lineally running integral tension struts 55, 56,and 57, and wherein said integral tension ribs 27 are varied in numberand arrangement. All other construction and assembly methods may remainthe same or similar to those of FIGS. 17 and 18A and/or of the preferredmethod.

FIG. 20A is a section view of said main frame structure 1 of the presentinvention along said airfoil seat tube 7, wherein the construction andassembly method of FIG. 19 is used, showing said inner shell half 49 andsaid outer shell half 50, with said inner integral tension struts 55 andribs 27 joined together at their central common generally horizontalseam, and said molded and/or wet laminated seam overlays 51. The sameand/or a similar process and/or arrangement may also be used in theconstruction of said airfoil down tube 3, said rear wheel stays 6, andsaid front fork blades 14. All other construction and assembly methodsmay remain the same or similar to those of the preferred mode of makingthe present invention.

FIG. 20B is a section view of said main frame structure 1 of the presentinvention along said airfoil seat tube 7, illustrating an alternativearrangement of inner and outer frame members, utilizing a pair of “y”shaped lineally running integral tension struts 52, and assembled in thehorizontal plane schema of FIG. 19 with said molded and/or wet laminatedseam overlays 51. The same and/or a similar process and/or arrangementmay be used in the construction of said airfoil down tube 3, said rearwheel stays 6, and said front fork blades 14. All other construction andassembly methods may remain the same or similar to those of thepreferred mode of making the present invention.

FIG. 20C is a section view of said main frame structure 1 of the presentinvention along said airfoil seat tube 7, illustrating an alternativeconstruction method using a foam core 53 in conjunction with saidintegral tension struts 55 and with or without integral tension ribs 27and utilizing the assembly schema of FIG. 19. The same and/or a similarprocess and/or arrangement may be used in the construction of saidairfoil down tube 3, said rear wheel stays 6, and said front fork blades14. All other construction and assembly methods may remain the same orsimilar to those of the preferred mode of making the present invention.

FIG. 20D is a section view of said main frame structure 1 of the presentinvention along said airfoil seat tube 7, illustrating an alternativeconstruction method using a honey comb core material 54 in conjunctionwith said integral tension struts 55 and with or without integraltension ribs 27 and utilizing the assembly schema of FIG. 19. The sameand/or a similar process and/or arrangement may be used in theconstruction of said airfoil down tube 3, said rear wheel stays 6, andsaid front fork blades 14. All other construction and assembly methodsmay remain the same or similar to those of the preferred mode of makingthe present invention.

FIG. 21 is a section view of said rear wheel stays 6 of the presentinvention looking forward and illustrating a possible alternativearrangement of said interior integral tension strut 57 and said integraltension ribs 27 and said exterior inner shell half 49 and said outershell half 50, and utilizing the alternative assembly method describedin FIG. 19. Alternative materials such as foam core 53 and honeycombcore 54, may also be used in the construction of said rear wheel stay 6,with or without ribs 27. The same or a similar process may also be usedin the construction of said front fork blades 14. All other constructionand assembly methods may remain the same or similar to those of thepreferred mode of making the invention.

The said integral tension configuration of said bicycle frame of thepresent invention that optimizes primarily the tensile, but also theshear and compressive strength characteristics of its individual partsthrough a unique and novel structurally interdependent arrangement, saidcontinuous bonding and/or affixing of said inner structural members,said components, and said outer aerodynamic shell, for the purpose ofextremely efficient collaboration to carry rider load, and resist thestatic and amplified vertical load deflection flex, as well as lateral,and torsional flexes, as well as said integral tension struts and ribs,and considered to be coessential to the present invention.

However, it would be appreciated that it be understood that the saidintegrated tension configuration itself as well as the said integraltension struts and ribs themselves, and/or the use thereof, as well assaid arrangement of said structural members, said components, and saidouter shell, their said production and said assembly of the said bicycleframe of the present invention, and any combination of construction andassembly methods utilizing said integral tension struts and ribs design,as exemplified in the above detailed description of the presentinvention, as well as any variation, alteration, adaptation, and/ormodification of the same, and/or other suitable production process thatmay appear to someone skilled in the art and/or related arts, as well asvarious applications thereof and which are not limited thereto, areconsidered to be within the scope of the present invention, as aredelineated in the following claims:

1. A structural shell comprising: a fiber-reinforced composite laminatestructure having fibers arranged in at least four differentorientations, wherein four of the orientations are non-perpendicular toone another.
 2. The structural shell of claim 1 in which the at leastfour different non-perpendicular biased orientations include a 90 degreebias, a 30 degree bias, a 60 degree bias and a 45 degree bias.
 3. Thestructural shell of claim 1 in which the shell includes a hollow shellthat includes one or more ribs.
 4. The structural shell of claim 1 inwhich the shell includes a hollow shell that includes one or morestruts.
 5. A structural shell comprising: a shell wall having a firstplurality of fibers oriented in a first longitudinal direction parallelto the shell wall, a second plurality of fibers oriented in a secondlongitudinal direction that is also parallel to the shell wall butdifferent from and non-perpendicular to the first longitudinal directionwherein at least some of the first plurality of fibers cross at leastsome of the second plurality of fibers, a third plurality of fibersoriented in a third longitudinal direction that is also parallel to theshell wall but different from and non-perpendicular to the first andsecond longitudinal directions wherein at least some of the thirdplurality of fibers cross at least some of the first and secondpluralities of fibers, and a fourth plurality of fibers oriented in afourth longitudinal direction that is also parallel to the shell wallbut different from and non-perpendicular to the first, second, and thirdlongitudinal directions wherein at least some of the fourth plurality offibers cross at least some of the first, second, and third pluralitiesof fibers.
 6. The structural shell of claim 5, wherein the firstplurality of fibers and the second plurality of fibers are woventogether.
 7. The structural shell of claim 5, wherein the shell wall hasan oval cross-section.
 8. A structural shell comprising: a first plyincluding one or more fibers oriented in a first fiber direction and oneor more fibers oriented in a second fiber direction and a second plyincluding one or more fibers oriented in a third fiber direction and oneor more fibers oriented in a fourth fiber direction, wherein the firstply is in substantial planar contact with the second ply and wherein thefirst fiber direction, second fiber direction, third fiber direction,and fourth fiber direction are different from an non-perpendicular toone another.